Igniting charge in high-pressure combustion-engines.



K. ST-EINBECKER.

IGNITING CHARGE IN HIGH PRESSURE COMBUSTION ENGINES. APPLICATION HLED Jun '1. 19 1 Lgwg fififio Patented Dec. 12, 191s.

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- KARL STEINBECKER, OF CHARLOTTENBURG, GERMANY, ASSIGNOR TO GENERAL ELECTRIC COMPANY. A CORPORATION OF NEW YORK.

I IGNITING CHARGE IN HIGH-PRESSURE COMBUSTION-ENGINES.

Specification of Letters Patent.

Patented Dec. 12, 11116.

' Application filed July 1, 1912. Serial at. 706,905.

To all whom it may concern Be it known that I, KARL STEINBECliER,- 2l subject of the King of Prussia, residing at Charlottenburg, Germany, have invented certain new andusefulImprovements in Igniting Charges in High-Pressure Combustion-Engines, of which the following is a specification.

This inventionrelates to internal combustion engines in which the charge of fuel is ignited by the heat of the. compression in the cylinder, and its object is to enable such engines to be driven with a fuel which may be designated as difficult of ignition, when regarded from the point of view of the method of its introduction and the mode of operation of the engine.

The invention comprises therefore an improved method of operation and also certain novel features of construction of the devices by which the fuel is fed into'the cylinder.

In carrying out the invention, a quantity of fuel sufficient to ignite the main charge is supplied to the cylinder in such a manner that it is subjected to the heat of the compressed air in the cylinder, while at the same time it is kept separated from the main charge by the injection valve or some member equivalent thereto. This igniting mass of fuel is brought to such a high temperature by the compression in the cylinder that it immediately effects the ignition of the main charge when the valve is opened and said charge is admitted.

The present method has the advantage over previous methods of operation that with it any premature ignition which may take place cannot extend to the entire charge, and, moreover, the amount of fuel that is exposed to the compressed air in the cylinder is very much better able to absorb,

the heat of said air. Furthermore, the invention may be employed to especial advantage when, for constructive reasons, it is necessary to avoid a thorough heating of the entire charge of fuel. 1 I The accompanying drawing is a sectional view of a device embodying my invention.

In the Walls 1 ofthe cylinder of an internal combustion engine of the type above set forth is provided a socket to receive the plug 2 containing the chamber 3 which has a tapering lower end forming a seat 1 for the needle valve 5. Thelower end of the plug is provided with a. mouth piece 6 or flame plate, secured thereto in any suitable manner, as by means of the nut 7. Between the mouth piece and the lower end of the valve is a small space 8 in permanent communication with the interior of the engine cylinder. Threaded upon the cylindrical shank 9 of the valve are a plurality of perforated disks 10 and washers 11, alternating with each other. The washers are less in diameter than the chamber 3 so that there is an annular space around them, which with the perforations in the disks forms a tortuous passage through the chamber. The tier of disks and washers is held in position by a nut 12 screwed into the upper portion of the chamber. A passage 13 in the plug opens into the chamber preferably at a point below the upper end of the tier of disks and washers, while another passage 14 insaid plug enters the chamber above said tier. A duct 15 in said plug opens into the space 8 just above the mouth piece 6. A supply of liquid fuel is connected with the passage 13, and a supply of compressed air connects with the passage 141. A source ofspecial fuel communicates with the duct 15. The duct 15 may be connected with the passage 13 in case only one fuel .is to be employed; butthe separate passages are preferred in order to permit separate pumps to be used, so that the two streams of fuel may be separately regulated. Moreover,'this construction permits the use of different fuels: for example, where the fuel used for the main charge is very hard to ignite and is not suitable for starting the ignition, then it is possible to employ a less refractory fuel for starting, while owing to the method of bringing it into ignitible condition, the fuel for the main charge can be a cheaper fuel -whioh is itself more or less diflicult to ignite.

The method of operation is as followsgA certain quantity of fuel is forced through the duct 15 into the space S at the desired point in the compression stroke of the engine, or at the end of said stroke. This fuel is hel d back in the space. 8 by the pressure of the-air in the cylinder, even when the injection nozzle is arranged vertically with the mouth piece downward, as shown in the drawing. The intimate contact with the highly heated air results in transforming this quantity of fuel into such condition that when the valve opens and the main charge is blown into the cylinder by the compressed air coming through the passage 14:

said fuel ignites andin turn ignites the main charge.

'The effect of the tier of disks and washers is to compel the air and the fuel to pass 1 through them in a tortuous manner and thus become intimately mixed, so that the air with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the appa- 1 ratus shown is only illustrative, and that the invention can be carried out by other means. i

What I claim as new and desire to secure by Letters Patent of the United States, is,' 1. The method of igniting the main charge of fuel. in a high compression internal combustion engine, which consists in first exposing a special igniting charge of fuel more easily ignitible than the main fuel to the action of the air compressed in the engine cylinder, and subsequently causing the main charge to force said igniting charge into the cylinder in advance of said main charge.

2. The method of igniting the main charge of fuel in a high compression internal-combustion engine in which the fuel is injected by a blast of air controlled by a fuel valve which consists in first introducing an igniting charge of easily ignitible fuel at a point in. advance of the fuel valve so that it is exposed to the actionof the air compressed in the engine cylinder and then introducing the main charge of fuel.

3. In an internal combustion ehgine operating with automatically igniting fuel blown in by fluid pressure, an ignition nozzle, a valve therein for controlling the admission naospse Q of the maincharge, and. means for conveying a special quantityv of fuel more readily ignitible than that of the main charge to the ignition nozzle at a point below said valve and open to the cylinder.

4. In an internal combustion engine operating with automatically igniting fuel blown in by fluid pressure, an ignition nozzle having a seat for a main fuel admission valve and a space between said seat and the inner end of said nozzle'which is always in free communication with the interior of the cylinder, and means .for conveying to said space 'a special quantity offuel which is more easil ignitible than that of the main charge be ore the opening of said valve. 5. In an internal combustion engine operating with automatically ignitingfuel blown in by fluid pressure, an ignition nozzle,

means for conveying to said nozzle supplies of fuel and. compressed air, there being a tortuous passage in said nozzle for mixing said air and fuel, a valve controlling the admission of the charge, andfa duct opening below said valve for introducing fuel more readily ignitible than that aforesaid where it will be subjected to the action of the air compressed in the engine cylinder prior to the opening of said valve.

6. In an internal combustion engine operating with automatically igniting fuel blown in by fluid pressure, an ignition nozzle hav- 111g a chamber provided at its lower end with a valve seat, a valve closing thereon, a

plurality of perforated'disks and washers alternately threaded. on the shank of said valve and forming .a tortuous passage, means for conveying compressed an and fuel to said passage, and aAduct opening below said valve for conveying a special quantity of fuel more readily ignitible than that above mentioned into contact with the compressed 'air in said cylinder at thetermination of the compression stroke of said valve. I

In witness whereof, I have hereunto set my hand this 13th day of June, 1912.

' KARL STEINBEGKER.

Witnesses:

WOLDEMAR HAUPT, IIENRY HASPER.

prior to the opening I 

